THE RELATIVE: COST OP OPERATING
rrEAn and electric LoconoTives
S. N. HAVLICK
J. P. SANGER
K. C. MALWITZ
T. L. AIJJEE
:^ iNSTrruTE op tecmnologv
6 2 5
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THE RELATIVE COST OF OPERATING STEAM AND ELECTRIC
LOCOMOTIVES FOR SWITCHING PURPOSES ON THE
oj
ST. PAUL RAILWAY INDUSTRY TRACKS ^i",^
A THESIS
PRESENTED BY
SPENSER N. HAVLICK AND JOHN P. SANGER
TO THE
PRESIDENT AND FACULTY
OF
ARMOUR INSTITUTE OF TECHNOLOGY
FOR THE DEGREE OF
BACHELOR OF SCIENCE
IN
MECHANICAL ENGINEERING
JUNE 2, 1921
APPROVED
ILLINOIS INSTITUTE OF TECHNOLOGY .--^^^^Z^.^'^-*^^^
"-■-' _,,-^vy Professor of Mechanical EngrineeriiiB
PAULV.GALViNUBR/vRY
35 WEST 33RD STREET . ^
v7xJVVl_vJi w^ Dean of Engineering Studies
CHICAGO. IL 60616
Dean of Cultural Studies
THE RELATIVE COST OF OPERATION
OF STEAM & ELECTRIC LOCOMOTIVES
FOR SWITCHING PURPOSES ON THE
ST. PAUL R. R. INDUSTRY TRACKS.
A THESIS
PRESENTED BY
R. C. MALWITZ and T. L. ALBEE
TO THE
PRESIDENT AND FACULTY
OF THE
ARMOUR INSTITUTE OF TECHNOLOGY
■ FOR THE DEGREE OF
BACHELOR OF SCIENCE
IN
ELECTRICAL ENGINEERING
JUNE 2. 1921
APPROVED:
cf:'^,^
'/lX6-t4/^-A/^^T-^
Piofettoi of Electrical EogineeiiDg
Deaa of EngiDeering Studiet
Dean of Cultural Studiet
f(
'A I
mE KSLAIIVB COST Qg OPEBATIOM
OF STEAM MP ELECTRIC L0C0M0TIVB3 gPR
SWITCEIUG SERVICE 01^ THE ST. PAUL R,R,
IXfDUSTRY TRACKS
^9811
-!•
The industry switching serviwe of whioh
this thesis is a study is furnished to customers
located along the C*M.&St. Paul Railroads right-
of-way between Montrose Avenue and the
northern terminus in Evanston, This right of
way is leased to the Chicago Elevated Railways
which company has recently installed electric
locomotives for handling the freight business.
This paper is a study of the relative costs
and advantages of this electric operation
compared to the former steam operation. All
of the data on steam operation has been
obtained from records of the C.M,& St.Pual
R.R. The elctrio locomotives were in operation
for only five months, from Hov, 1,1921 to
Mar, 31st, 1921, before the figures here
given had to be summarized, but it is the
belief of the authors that the information
gives a fair basis of comparison. The data
on electrical operation was furnished by
the Northwestern Elevated Railroad offices.
-2-
for these five months of service.
Freight and passenger service has
been furnished over the line in question
siji^ce the St Paul road acquired the right of
way, about the year 1900. The original line
was steam operated between Montrose Avenue
and Evanston until the summer of 1907,
Prior to 1907, the northwestern
Elevated Railroad operated its trains as
far north as Wilson Avenue only. But in
1907, when the C.M.& St. Paul R.R, was
loosing heavily by operating heavy steam
trains in the Evanston service, and the
elev&ted desired such passenger service,
the feasibility of an agreement became
apparent. On Aug, 22 the agreement became
an actual fact whereby the northwestern
Elevated took over the passenger service
for its elettric line, and the St. Paul
retained the operation of the freight
service.
-a-
-3-
The expenses were to "be met jointly
by the two roads; the steam made to furnish
the structure and the electric the rolling
stock and electrical distribution system*
The structure is now elevated as far as
University Place, Evanston, and the Chicago
Elevated R.R.Co., which incorporated the
northwestern Elevated R.R, Co., in 1911,
is now sat isf actor illy handling the
passenger service. The right-of-way is
still owned by C.M.& St. Paul R.R.
The freight service to the industries
located along the right-of-way, was still
handled by the St. Paul after 1907, that road
taking the freight revenue as its share of
the profits.
The industries served ranged along a
line approximately eight miles long extending
from Montrose Avenue at the south to University
Place on the north. At present there are
fourteen separate sidings between these two
points, The main service consists of delivering
coal to these industries and returning the
empties to the Montrose Yards. Some few
-4-
loaded cars are handled south, but these a-
mount to hut 5fo of the total freight hauled.
Under steam operation the C.M.& St. Paul
would deliver the loaded cars daily to the
receiving yards at Montrose Avenue and would
take away the empties. Here two 80 ton
switching engines of the 1-5 type would take
the cars, sort them north, distribute and
bring back the empties. Originally the engines
alternated on day and night shifts, but because
of complaints received from the residents along
the right of way, the night work had to be
abandoned, From then on both engines worked
day shifts, the one operating north from
the Montrose Yards and returning there at
nights, and the other operating south from
Central Str. Evanston and remaining at the
water tank siding north of Howard Avenue
when not in service.
This service was performed on the sur-
face apart from the passenger line until
-5-
Jan.16,1915, when the elevation of the
tracks was completed. This elevation had
■become necessary "because of the rapid in-
crease of population of the residential
district through which the right-of-way
f asses. It was financed entirely "by the
C.M,& St.PaulR.R, From that time on the
operation of the freight service presented
serious difficulties. To begin with it is
never advisable to operate steam locomotives
over an electrified passenger division,
as it requires very careful dispatching
and slows up the entire work. In this
particular case, the difficul;^ was augmented
by the fact that the steam and electric crews
reported to different superintendents and
considered themselves as of different comp-
anies, AS result many operating difficulties
were confronted.
For these reasons, then, a change
-6-
from steam operation under the St. Panl
supervision to electric operation under
the Chicago Elevated Railroad eame under
consideration. The adtisahiltty of this change
was strengthed "by several other factors.
First, electric operation would elim-
inate the noise and dirt caused by the steam
locomotives, which already caused many com-
plaints from the residents adjoining the
right-of-way.
Second, electric operation would he
much speedier than steam, for a locomotive
could be selected that would have a much
greater average speed thaHiithat of the
steam locomotive. While this did not mean
that a proportionally greater amount of
switching could be handled than before
yet the greater speed presented many
operating advantages, This was especially
true for operation over the structure
which required careful dispatching.
-7-
A third advantage lay in the fact that
there was already installed over the structure
a complete electric distributing system
connected to a source of power adequate for
any conceivable load demand without prohibitve
voltage drop. This power is obtained from the
Commonwealth Edison Co., of Chicago and is
600 volts Direct Cuttent being furnished
from C.E. substations located at suitable
points along the line.
Pourthj it was generally conceded that
the cost of electric operation would by no
means exceed the cost of steam operation
and might perhaps be much less.
The change from steam to electric
operation was therefore considered 6n the
above grounds prior to 1917, but because
of the war the freight had dropped. In 1919
it was again taken up and a careful survey
of the structure situation was made, and it
was decided to purchase two fifty ton
electric locomotives. It was found that one
locomotive would handle the business 805?$
of the time bgt that the second was needed
to help out on peak loads and to faciltitate
-tl-
operation.
Accordingly the contracts were let,
so that the Baldwin Locomotive Works would
furnish the mecnanical parts of the locomotive
and the Westinghouse Electric Mfg.^o,, should
furnish the elctrical equipment. The first
locomotive was finished and delivered by
iiov.lst ly20 and the second arrived on the
15th of iiov. iy2Q. Train crews were picJced
from the employees of the Chicago Elevated
R#R« Co., and electric operation begun on
Jiiov.l,ly20.
, • . .
-y-
II
THE SELECTION OF M ELECTRIC LOCOMOTIVE
The dat? and oeloulations used In deciding
upon the use of electric locomotives for switch-
ing on the St. Paul industry tracks, and the con-
siderations for the selection of type and size
are given here to make clear the nature of the
service and the requirements* included are xhe
figures on the investigation of train loads and
service demands, both minimum and maximum, and
the averages; the data on the size of the loco-
motive as limited by the possibility of operation
over the elevated structure; a study of the phys*
ical features of the track and line; the calcula-
tion of locomotive performance in accordance with
these conditions; a discussion of speed require-
ments, suitable motor size, and number of loco-
motives necessary; and finally, the specifications
on the locomotive actually selected*
j:
o Or,:( OOl
-10-
FREIGET PRAIH SERVICE
for Evans ton Division industry Traclcs
(Figures compiled from the records of the car
Accountant, Chicago, Milwaukee, and St. Paul R.R. )
MOJ^IMLI
♦_ .. .
TOTALS
BOUiJD
iSORlki BOUMD
aouTH
Month
Engines
Oper-
ating
! Cars
iiauled
jijoad Bmpt^
Engines Cars
oper- Mauled
ating Load Empty
Av,-1917
Jan. 1916
J-eb.
Mar. "
Apr. "
25
25
24
30
23
336
200
271
466
293
24
25
26
30
2
25
25
24
30
24
10
21
9
9
6
365
166
275
460
409
June "
24
206
-
26
-
242
Aug. "
26
270
-
26
-
257
Oct.
26 u
304
-
31
24
283
])eo.
24
202
-
25
10
191
June 1919
July "
ABg.
Sep. "
21
30
24
23
25
299
342
231
331
:
22
30
E4
23
—
98
288
246
328
Av. -1917
336a
24
25
10
355
Av. -1918
26
277
10
26
10
268
AV. -1919
24
300
m.
24
-
240
' 1
r
-11-
AVBKACxB FRKlGhi? IRAPFIC PER DAY
MORm BOUHD
Engines 0 Cars
Year Operating Hauled
Loaded Empty
1917 0.8 11. E 0.8
l^l& 0.9 9.E 0.3
1919 0.6 10.0
( 4 mo . )
SOOTn B0U.aD
Engines Cars
Operating Hauled
Loaded Empty
0.8
0.9
0.8
0.3
0.3
11.6
9.6
8.0
AVERAGE no, CABS PER EJ^GIIE OPERATBD
Year
fiORTH HOUIHD
Loaded Empty
SOUTH
Loaded
BOUiJiD
Empty
1917
1918
1919
14.0
10.0
12.5
1.0
0.3
0.4
0.3
15.0
10.7
10.0
DAILY SERVICE- HORTH and SOUTH
Av. Per Day
May to Sept.
(1919 incl)
June 20,22.
2 day av.
EJtGIJifBS
i^umoer
175
2.0
Cars
Mileage
Average
16.4
Mileage
Total
IT79
32.6
J^o.
Cars
Loaded
Mileage
Empty
j;<o. Mileage
Total
„ no. Mileage
Av. Total Cars Av* TotaT Cars Av. Total
6.6 65.6 T7^ TTf 53.2 "TF" Z7S 118.8
31.0
36.0
67
25b. 0
AS an example of typical heavy work, the
following data covering two days is given:
June 20th -Night Crew
Took north 10 loaded cars and spotted them.
Took out 13 empty cars from industry tracks.
June 21st -Day Crew.
Took north 7 loaded oars and spotted them.
Took out 4 loaded cars from industry track.
Took out 2E empty cars from industry track.
June 21st -Night Crew.
Took north 12 loaded cars and spotted them.
Took out 1 loaded car from industry track.
Took out 15 empty cars from indusAty track.
June 22nd -Day Crew.
Took north 25 loaded cars and spotted them.
Took out 4 loaded cars from industry track.
Took out 22 empty cars from industry track.
Actual freight car miles on main track.. 516
Total car ton miles on main track 21948
Average tons per car 42.5
Avearage switching per car placed ...,1.76
Average engine miles per shift ....16.4
-13-
Prom the foregoing data, reasonable con-
clusione can he drawn concerning the load to
be expected for the electric locomotives. The
figures show that the average number of cars
handled has not exceeded ten per day for any-
time since 1917, For dOfo of the days of the
year the maximum load is from 10 to 13 loaded
cars per train and forl£^ of the days the
maximum is S5 loaded cars per day, For the re-
maining 8^ of the time a maximum of 30 to 35
loaded cars per day can be expected.
-14-
LILIITATIOU OF SIZE OF LOCOMOTIVES FOR
MULTIPLE OPERATION OVER STRUCTURE.
Per safe operation over the elevated
structures, two locomotives operatiiig in
multiple must not overload the structure
more than would two elevated cars coupled
motor end to motor end. Two motor cars so
coupled with a total load of £5 tons per
truck give a maximum bending moment on a
50 foot span of 445.21 foot tons.
To make a standard fifty ton locomo-
tive safe the specifications of hoth the
General Electric and Westin^ouse Engines
must be changed as follows:
Standard Relocating
50 ton trucks of
Length over
Center to c
knuckles
enter
W.H.
LOCO.
36 » 0"
approx.
W.H.
Loco.
36 » 0"
of trucks
17' 8"
18 » 0"
Truck base
7' 2"
7' 2"
Overhang
8» 8"
9» 0"
-15-
Length over knuckles
Center to center
of trucks
Truck base
Overhang
Standard Helooatlng
50 ton trucks of
Cr«E«
Loco.
37*4"
19 » 6"
7»2"
8«5»'
Gr«£«
Loco*
37»4"
18 »8"
7»E"
9»4"
MiZIMCM SAFE WEIGHT OF LOCOMOTIVE WEEN
TWO ABE OPERATED TOGETHER.
WESTIUGEOUSE
Standard RElo c at ing
50 ton trucks
47 tons 54.8 tons
GEHERAL ELECTRIC
Standard Relocating
50 ton trucks
46 tons 56 tons
Three fifty-ton locomotives operating to-
gether would overload one span twenty- three per
cent over the present loads.
Fifty tons, then, it must be seen, is a
conservative weight to place as theoweight of
an engine for use under these operating condit-
lontj
-16-
lons* A fifty ton locomotive oau "be operated
on the stucture with any of the"Elevated" ser-
vice oars, weighing with balanced load, not
more than fifty tons, bat not wi^h a loaded
standard freight car or any similar car on which
the tracks are close to the end of the car.
A locomotive weighing fifty-six tons would
have very little margin of safety when ased
with a fally loaded service car, or with another
similar locomotive, bat a fifty ton locomotive
would be perfectly safe.
-17-
DBTAILS OF LUTE COWLITIOHS IFFECTIMG
OPERATIOH.
A map and a profile of the Evanston
Branch of the Northwestern elevated are in-
cluded with this study. The freight service is
operated over approzimately eight miles of
this line, from the Montrose Avenue yards
where the trains are received up the long
grade to the elevation, and along the main
line to the last industry tracks in Evanston,
There are only three grades of importance
along this route. These are: 1st the 800*
Is^ grade from Montorse avenue up to the
top of the elevated structure, 2nd the
690* Ihfo grade just south of Calvary station
and 3rd the 250* 2^ grade north of the Howard
avenue station. All of these grades are on
tangent track , . although there is a short
4 degree curve at the summit of the 800*
grade north of Montrose Avenue, This curve
and the others in the line are negligible
in obtaining the maximum capacity of the loco-
motive, for, as curve resistance is usually
-18-
taken as one pound per degree of curvature, a
four degree curve means but four pounds per
ton train resistance. Grade resistance on the
other hand, amounts to 20 pounds per ton per
percent- rise, Ga 20 qV/, so that a lifS grade
requires 30 poinds per ton tractive effort
in itself* If the curve occurred on the grade,
it would act to reduce the maximum capacity
of the locomotive to a corresponding extent,
but since in this case the grades are tangent
the curves only enter into the matter as
sources of power consumption.
Of the three important grades, the two
shorter, the 690'- 1^1 and 250 » -2^, are compen-
sated grades, so that the 800 *-l-^ grade, con-
suming the most power, becomes the ruling grade
of the system*
The Northwestern Elevated intends reducing
this grade in the next few years, so that the
690' -Isfo grade will become the ruling grade,
but for the present, the 800' grade must be
considered the maximum.
•19-
CALCULATIOU OF LOCOMOTIVE CAPACITY.
We are now ready to proceed with the deter-
of the capacity of a suitahle electric locomotive.
In the first place, the weight of such a loco-
is limited to fifty tons, considering a standard
0-4-0 type with trucks spaced 18* -8" on centers
hy the consideration of desirability of operation
over the structures. Such a locomotive aan he
obtained from the large manufacturers as standard
eqi^ipment. A fifty ton locomotive of this type
will have the full weight, or 100,000 pounds
on the drivers .When coupled to a heavy train,
the adhesion of a locomotive starting on a
grade is generally considered as 27^, through
of overturning moments and friction, so the
fifty ton locomotive will develop a tractive
effort of 27,000 pounds when required.
The ruling grade has heen determined
as the SOO^'-lhfo grade north of Montrose Ave.
The tractive effort required on this grade
must, then be figured _to include train resis-
-20-
tance, grade resistance, and effort necessary
for acceleration. The train resistance of freight
cars varies of course, with speed and conditions
of the car and the weather, various authorities
give averages of from three to seven pounds
per ton for slowly moving trains. The usual
value assumed is the mean of these, or five
poundd per ton.
The grade resistance is twenty pounds per
per ton percent rise, or thirty pounds per ton
for a one and one half percent grade.
The acceleration of freight trains is
generally considered as one tenth of a mile
per hour per second, and this requires a
tractive effort of 100 pounds per ton per
each mile per hour per second acceleration, or
10 pounds per ton for this train( this is a
literal figure).
The total train resistance is , then
5 plus 30 plus 10 which equals 45 pounds per
ton. With a maximum tractive effort of 27,000
-21-
pounde, the permissable train weight is
£7,000 divided by 45 or 600 tons or 550 tons
trailing load, which will be the weight of
the average twelve car train.
Comparing the electric locomotive with
the steam engine gives practically the same re-
sult* The steam locomotive used in this work
was the type 1-6, an eighty ton engine with
0-6-0 wheel arrangement, and 127200 pounds on
drivers* This locomotive, under ordinary condi-
tions, can accelerate a fifteen car train of
spprozimatly 675 tons at the Required rate up
the one and one-half per cent grade, from stand-
still, and more with a running start*
The electric locomotive in comparison has
seventy-nine per cent as much weight on drivers
( 100,000 pounds compared to 127,200 pounds )*
But because of the uniform application of torque
the electric locomotive can develop ten to fift-
een per cent more tvsotive effort in starting
without spinning the wheels* A fifty ton electr-
ic locomotive should, then, be able to handle
.«■
-2£-
cozisidera'bly more than eighty per oent of the
train weight hauled by an 1-5 steam engine.
This means a train of twelve or thirteen ordi-
nary forty-five ton cars, and more when a run-
ning start is possible*
The average daily load has been computed
to be in the neighborhood of ten loaded oars,
hence a fifty ton electric locomotive with a
capacity of twelve or thirteen, should be capa-
ble of performing the service required*
-£3*.
SWSStD REQUIREIviaMTS
One of the objeotions to the steam loco-
motive in this industry service was the low op-
erating speed of the engines used. Four to ten
miles per hour was the normal range, with the
average for heavy loads rather close to the
lower figure. In order to work the locomotive
and crew at maximum capacity, and at the same
time to permit of operation over the elevated
main line traces without interfering with or
delaying the regular service, the freight loco-
motive should have a much greater working speed.
A fair value of average operating speed
to meiet these conditions has beeJi estimated at
fifteen miles per hour, for full load, she elec-
tric locomotive, then, must be designed to op-
erate at fifteen miles perhour with a trailing
load of 550 tons, and at a voltage of 250 volts
per motor as the minimum to be ea^ected,
Altnough more power will be required for
motors of the necessary size and ratftxig than
for smaller, slower, machines, the saving by
expediting the work is expected to offset the
i:
-E4-
increase in InTestment aad operatiiig costs*
Locomotives eqaippad in this manner shoald
be abld to maintain a free running speed, light,
of from thirty to thirty-five miles per hour.
Light loads can, therefor, be hauled at a
comparatively high rate of speed in emergency
service.
SIZE OF MOTORS.
The Westinghouse people advise that the
mimimum equipment for their forty-seven ton
locomotive be at least five hundred hsrsepower,
or one hundred twenty-five horsepower per motor
for an average operating speed of fourteen miles
per hour on tangent level track. Similarly, the
the fiftyton locomotive operating at sixteen
miles per hour requires four - one hundred fifty
horsepower motors.
But a 1^ grade in itself requires thirty
bpounds per ton tractive effort, or approximately
twice as much as accelerating at 0.1 mile per
hour per second on tangent level track. It is
-E5-
apparent that the ourrent taken for straight
hauling would be much less than that required
for operation on a grade.
However, all of the grades on the "Ivans-
ton line" are short, the time for which the
maximum tractive effort ( which might amount to
ZOfo adhesion ) would he required being always
less than five minutes. It is usually considered
that the one hour rating of a traction motor
can be exceeded by sixty-five per cent for per-
iods of five minutes or less without danger.
In this particular case, the current corres-
ponding to SOfo adhesion would be that for a
one hundred fifty horsepower motor, or approx-
imately 238 amperes plus 65^*
Accordingly, any proposition for smaller
motors than these would be of questionable
advisability.
-26-
EO. OF ELBOTRIC LOCOMOTIVES REQUIRED.
(Two eighty ton steam locomotives were required
to handle the maximum demands, one working
from the north and one from the south end
of the line, and each putting a maximum of
ten or eleven hours a day, when the average
operating speed was from four to ten miles
per hour. All work had to be done in the
day time.
The load handled ranges from ten to
thirteen cars a day f»r eighty per cent of the
time, to twenty-five cars on twelve percent
of the days throughout the year, and a max-
imum of thirty-five cars the remaining time.
One electric locomotive can haul
twelve or thirteen cars at an operating speed
of fifteen to seventeen miles per hour, and
being relatively noiseless, can work an night
shifts. Hence one locomotive can handle the
demand for eighty percent of the time, and by
working two shifts, could handle the twenty-five
car daily load, or, two locomotives could
each work one shift to handle the twenty-five
-E7-
cars. For the remaining eight percent of the
time, three shifts would be necessary, for
for this is largely special rush work at
special prices*
It is also advisable to have two loco-
motives in case of the break down of one,
and in an emergency, to operate in multiple
on heavy loads, The decision, then must be
to purchase two of the fifty ton locomotives
secure an option on a third at the same
price, to be exercised if made advisable
by increased business.
-26'
SBLECTIQJil OF LOCOMOTIVES^
In accordance with the above considera-
tions bids and specifications were called for
and locomotives ordered. The locomotive fin-
ally selected as being the most satisfactory
for the service was a Westinghouse special
class, 0-4-0, double truck locomotive, with
four 170 HP, type 567-R-I Motors, Gear
ratio 17to 60, with 34" wheels. The data
on this locomotive areas follows:
General Dimensions
Length inside of knuckles, about 37* 4"
Height over collecting devices in lowered
position above top of running rail, not over
13ft, 8"
Height of center of drawbar above jrop
of running rail E» 10.5"
Width over side sheeting and bumpers 8» 6"
Distance center to center of trucks 18' 8"
Track gauge 4» 8.5"
Minimum radius of curvature of track
locomotive alone 50* 0"
-29-
Clearanoe
Trucks, car body and fittings must conform
to clearance diagrams shown on Metropolitan
West Side Elevated Railway Co., Sheet No.
1594, as revised May 15th, 1917. It is
desired to wear out steel wheels without
any interference developing from "trolley
rail and guard rail on curves of 90 feet
radius.
When the motors are in the lowest
possible position, the clearance of any
part ahove top of rail shall not be less
than £" with worn out wheels.
To facilitate operation around short
curves, a side bearing clearance of 5/l6"
total is desired*
General Construction
The standard steeple type of cab
is desired, arranged with two complete sets
of motormans controlling apparatus, in-
cluding br^e valvfes, headlight switches.
-30-
etc, for operation in either direction,
Motors
Each locomotive will be equipped with
four direct current motors of the field control
commutating po^e, hox frame type, with heat
treated gears and pinions.
The motors will be operated for the
present without blowers and blowers may be
omilitted*
The specifications for 567-R-l the
motor used are as follows;
Horsepower at 600 volts 180
Field control yes
Series parallel awitoh yes
One hour rating© 300 & 600 volts 238 amps.
Corresponding tractive effort, S.F. 12700^#
Corresponding speed, full series, B.F,9MPH
Continuous capacity at 600 volts S.F.140 amps
Corresponding tractive effort 5800#
Corresponding speed 25.3MPH
Cur. corresponding to SO^^j adhesion 405 amps
n Time current is stood by motor 3 min.
Maximum safe speed 35 M£H
Free running speed light, full mult, 40MPH
Free running speed light, series mult.20MPH
-31-
Size of wheels for above figures 34"
Size of Journal bearings 5" by 9"
Diameter of axle bearings 6»5"
Gear ratio 17-60
Gear face 5"
Control
No. of notches, series 8
Ho. of notches, series parallel 5
Uo. of notches, full parallel 4
Current collecting Deiyices
The locomotive builder will furnish
and install on one end of the cab roof
an air operated pantograph; and on the other
end, a trolley pole so located that it can
swing either way when the pantogranph is lowered.
Locomotive builder will furnish and equip
each end of locomotive with a Znutson No, 5
trolley retriever and 2£» of cord. The
pantegraph and trolley pole must operate
on overhead conductor varying from 14* to
E2' above top of running rail. Trolley boards
-32-
will extend the length of the cab proper,
extending also to a total width of 4' -6",
The trolley base will be the type known a
U.S. #13.
The locomotive builder will furnish
four rail current collecting devices per
per locomotive, in accordance with Railroad
companys standard drawings, and will apply
and connect one device on each side of each
truck, installing the connecting cable in
conduit on the trucks as directed,
A single-pole double-throw quick-break
knife switch will be provided by the Locomotive
Builder in order to connect in the main motor
circuit, either the overhead or third rail
current collecting devices, as desired.
Heating System
The Locomotive Builder wii»l furnish
and install* in the center of the cab, a
#149 "Estate" caboose stove, sold by the
Estate Stove Company, of Chicago. Suitable
-33-
smoke Jacket will Tje provided, snd will "be insul
ated from the steel roof ty an #"Bleotro-bestos"
stove pipe insulator, sold "by the H.W.Johns-
Mansville Co., of Chicago.
Air Brake System
Combined straight and automatic air
brake system will be provided with separate
straight and automatic brake valves. Two
compressors, each with a continuous capacity,
of not less than 25 cu.ft. of free air per
minute, will be provided by the Locomotive
Builder and installed beneath the car body.
heights.
lotal weight of Loco.#l-108100# inai.260# sand
Total weight of Loco.#2-107l20# incl.250# sand
-34-
OPgRATIOn OF TEE ELBCTRIC LOCOMOTIVES
The operating charaoteristics of the
electric locomotives are shown "by the accom-
panying eurve sheets taken from the records
and test data of the Westinghouse Company.
The first of these gives the characteristics
curves of the motors used, using both full
field and short field. The short field winding
is obtained by cutting out a portion of the
regular winding. This decreases the field
strength and the torque, hut increases the
speed of the motor. The short field is obtained
thru special contacts on the controller, and
can be reached only when the motors are in
series, series parallel, without resistance.
The curves shown are for 600 volts across
each motor.
The speed surves and current curves are
given to show the difference in operating
characteristics for series, series parallel
and for series parallel, parallel operation.
C/r/^/^y^C T^^/JS 7-/C CO/=H^£r^
/TO , /•./?
^^^^^^^^^^^^
£-J=^/C/£A/CY
Sf££0
y^/^f^£r^£rs
eoo 300
J^H|«
V
AmJ^^^
\
^§1
\
u I m
«; I kv^
^itv r
~ j/yjryy^>^-y
\
•4-1*' M^f -y^y - «r.^j»vr»-
-3«-
The speed obtainable in straight series is
roughly twice that for series parallel but
the current consumption is doubled, as is
also the time required to reach maximum speed.
The speed curves as indicated are for
a load of 340 tons-300 tons pushing and 40
tons trailing. These indicate very favorably
speeds for the requirements of operating
conditions*
The speeds to be expected when hauling
a full load of 550 tons can be obtained app-
roximately from the cahracteristic curves
assuming uniform acceleration at 0.1 mile
per hour per second until full voltage is
applied to the motors and considering the train
resistance as constant at 5 pounds per ton,
the tractive effort required to accelerate
a 600 ton train on the level is
750 plus 1500 ; 2250#, and on a 1^
grade, 4500# more or 6750#. From the curves
the current corresponding tothis tractive
effort is 360 amperes per motor, whichis
the maximum allowablefor periods of five
-36-
minutes or less. The maximum speed on the
grade, fu^.! parallel is 15 miles per hour
at E80 amperes per motor for full field,
and 17.5 miles per hour at 340 amperes per
motor for short field.
On tangent level track, the current during
acceleration is reduced to 190 amperes and
the limiting conditions are £5 miles per hour
and 80 amperes full field and 30 miles per
hour and 100 amperes short field.
Series-parallel operation practically
halves the speed and the total current
consumption. This corresponds to the operating
requirements, since 15 miles per hour is
the desired operating speed.
The maximum speed obtainable with the
locomotive running light on short field is
in the neighborhood of 40 miles per hour.
-37-
SERYICE AMD PERi'ORMAiJCE OP ELECTRIC
LOCOMOTIVES.
Daring the five months of oper£ction,
the electric locomotives have haxid:).ed the
heavy demands for winter seal deliveries
in a very creditable manner* 'Jihe wor^ done
during three months of the time was consider-
ably above the expected average » as shown
by the figures. Talfcen h^^ months, the figures
are as follows:
M0» loaded i^o. loaded
Month LOCO. Mi. cars handled cars/day Loc.m.
lUIB — ^
1015
102a
797
459
664
The average number of loaded cars handled
per day Curing ijfov. and Pec, approximates the
the figure considered in the calculation as
a maximum va!}.ue. Aheavy days wor^fc for the
sxeaitt locomotive is given as 31 loaded cars
JiiOV.
ijjov.
96b
Dec*
631
^au*
667
Feb.
536
Mar.
511
33.6
32.3
84.0
£7.7
26.6
22.2
15.3
17.9
lb.5
17.0
« 3
-28-
per day, handled in two shifts hy an engine
operating 32,8 miles# The Hov. figures for
electricl operation show that an average
for Hoy, was 33,8 loaded cars were handled
perday, with a locomotive mileage of 32,8
One electric locomotive it has been
found, can take as many as 17 or 18 cars
up the ttontarosec&T&nue grade. Occasionally
it was necessary to double head the two
locomotives to take a longer train up on to
the structure, but it was seldom necessary
to operate three shifts.
The cars are distributed to the industry
tracks, in about the same manner and number
per unit length of line with possibly a slight
preponderance on the far or north end. As an
example of the amount of work done, the records
for each siding show in the following tables
for the month of Mar, 1921, when 564 cars
were distributed to the various industry tracks
/
-39-
Tlie number of cars switched, and the location
of each siding are noted.
Miles from
Siding Ko. Cars Montrose Ave.
1. N.W.El.R.R.
2. Pt, Dearhorn storage W.H.
3. Consumers yd. #37
4« Sanitary District
5* Consumers #35
6. G. Lill coal Co. ,
?• Edgers Coal Co.
8. Ferguson Coal Co.
9. Best Coal Co.
10. Track Elevation
11. Consumers #17
1£« Mars Slator Co.
13* Wis. Lumber Co.
14. Horth Shore Storage
1ft. Mainbstreet team track
16. Sinclair Oil
17. P.S. Company
18. Church St. Team Track
16
.49
29
.81
46
1.16
12
1.20
3
1.62
61
1.90
37
2.26
4
2.28
91
2.80
111
326
22
4.63
16
4.89
9
4.92
2
4.93
10
5.65
10
6.23
18.
6.75
34
7.40
-40-
19, Armour and Company If 7.46
EO. Consumers # 7 17 7*78
Total 564
The total number of car»miles of switch-
ing in March is given as 3596.34, and for
the other four months, as follows:
Month Ko. cars taken north Total Mileage
Nov, 1037 6960. 2E
Dec. 976 6468.82
Jan, 77 770 5427.10
»eb, 459 3157.56
Mar. 564 3696.34
Che cars taken north are mainly coal
cars. The loads have been averaged with
results that show that of the total number
of cars taken from the receiving yards,
85^ are 100,000 pounds capacity high side
gondolas, ten percent are 80,000 pounds
capacity low side gondolas, and five per cent
are box cars or emptiejifs. The weight of an
empty car average approximately twenty tons.
'}
-41-
With due allowances, the average car weight on
the north end haul can be taken as sixty-five
tons, car and load, and the average south hound
as 20 tons, since only one or two percent of the
south hound cars loaded. This gives an average
oar weight on the round trip as forty two
and one half tons* Then the miles hauled
per month can he calculated*
Month Car mileage
Hov, 6960. 2£
Dec. 6468,82
Jan. 5427,10
Feh, 3157,56
Mar. 2596.34
Month Car mileage
per loco, miles
Kov. 7,20
Dec, 7.78
Jan, 8,14
Feb. 5,90
Mar. 7,04
Ton Miles
LOCO, miles
296,000
968
275000
831
230000
667
134000
536
153000
511
Ton milee
per loco.
! Miles/car
iutle
306
6,72
330
6.65
340
7,04
250
6,88
300
6.40
-42-
These records permit of the calculation
of monthly and daily averages of the first
three items.
Item Av. per month Av« per day
Car miles 51E2 170.7
Ton miles 217700 7266
Locomotive miles 703 23,4
For the other three items, average car
miles per locomotive mile is 7.21, which
means that each locomotive handles an average
load of 7.21 carSf or an average tonnage
load of 306 tons. The maximum may he expected
to he ahout twice this value.
The average miles per car works out to he
6.74 miles, or, the switching service out
and hack is equivalent to 6.74 miles of
operation for each car.
-43-
BASIS OF COMPARISOli OF COSTS
liinieii It is desired to maJce an accurate
comparieon of the relative costs of two,
flifferent methods oi £oing tne same thing
certain fundamentals relations should exist
between the various detailed cost item£»
TO eliminate the possiblility of more or less
serious errors, these five conditions should
be fulfilled.
First: the nature and amount of service
performed, and the operating conditions where
these affect tne cost( as in this case; weather
conditions of rignt of way, efficiency ot train
crew, etc.) should be similar to all practical
purposes.
Second: all costs for both methods of
operation should be averaged over the same
period of time, or reduced to sucn an average,
because of the rapidly varying unit prices,
Third:the total cost of eacn service
X
-44-
Should oontain the same or corresponding
factors in "both estimates. That is, if
the figures on one method neglect maintain-
ance of way, the other should not include it»
Fourth: th* same degree of accuracy
should prevail in all figures. It is unfair
to use an accurately measured figure for some
one item of the cost of one syatem an only
a rough estimate for the corresponding item
in the other system.
Fift^: the cost of each service should
be reduced to as fundamental units as possible,
to do justice to each method of service.
When it is impossible for any reason
to comply with these requirements, the results
obtainable can be considered only as more or
less close approximations. A study of the
relations of steam and electric locomotives
on the St. Paul industry service shows that
all of these conditions cannot be properly
fullfilled.
-45-
In the first place, the steam locomotives
formally used on this work were pooled by the
C,M.& St. Paul Chicago Terminal division
with more than a hundred others. Ho one locomotive
spent a great amount of time in the Bvanston
Line service, and from the nature of the cost
accounting system, this fact makes it extremely
iliffioult to properly apportion the cost of
the Evanston line» WHile the general nature
of the service over the Evanston line is the
same as that over the whole Chicago Division,
great care must "be taken in determining the
ratio of avergge service on this line to the
total service performed, to arrive at a fair
unit cost*
On the other hand, the electric locomotives
are used only in this specific service, and
careful cost records have heen made making
it possible to absolutely determine the exact
cost of operation.
The operating conditions with simiiir
-46-
but not exactly the same, for the elettrlo
crew, "being under the direction of a Yardmaater
at Buena Park, could he worked the more
efficiently. As to climatic conditions, and
conditions of right of way no practiaal
difference exists.
, Hie second condition can he met with
a reasonahle degree of accuracy, Factors are
available for reducing all costs to a present
day basis, and operating expenses can be
average over similar periods of time.
It is also possible to compute corres-
ponding costs for both steam and electric
operation. These have been classed under
three headings: fixed charges, operating
expenses and maintainance and damage charges.
In both cases maintanance of right of way
is neglected, as the freight service forms
but a small proportion of the traffic over
the line so the difference with steam and
electric freight charges is negligible*
-47-
The condition requlBing similar accuracy
of results for the two costs charges has proved
absolutely impossible to fulfill, for, as
stated above, the cost of steam operation must
be estimated from the operliting expenses ofa
whole division while exact figures are avail-
able for the engine. An attempt was made to
follow through the charges against the identical
locomotives used in the Bvanston line service
for a period prior to the introductio of
electric operation, but the because of the
many arbitrary assumptions necessary in so
doing it becam evident that the results would
not justify the great amount of time and labor
required in so doing. Hence, while exact data
were available for some few items, the majority
of the costs were figured as an average for the
class 1-5 locomotives.
The most arbitrary assumptions had to be
made in selecting the unit cost basis of
omparison* For this type of service, three units
might be used. The most fundamental of these is
-48-
the gross ton-mile, which, for operating expenses,
is practically independent of quantity of
service, length of trains, size of locomotives,
or similar items, somewhat similar to this is
the cost per loaded car handled. This basis assumes
that the operating conditions are similar, and
that the average mile per car is the same in each
case. But no records could he obtained from
C.M.&St.P R.R. of the number of cars handled
over periods for which locomotive costs could
be computed. These units are therefore not
available.
This leaves the locomotive-mile as the
only possible unit with which to work, and
even this is unsatisfactory for the steam
operation because an assumption must be made
of the average Aperating speed of the engines,
and miles figured from the hours in service.
This is not at all satisfactory, the
average operating cost per mile can be figured
on this basis for the locomotives as a class,
but this figure may not hold tfor the Bvanston
-49-
line, because of the possibility of a limited
amount of service, lees tha^ the average, be-
ing required during a shift, with a resulting c
cost per mile much higher thaxi the average.
In considering fixed charges, the loco-
motive-mile basis is xmfair to the locomotive
operating at less than full capacity, or haul-
ing the longer trains. In the absence of other
data, the most satisfactory method of coirputing
fixed charges per locomotive-mile is to assume
the same mileage per year for the steam as for
the electric- i.e«, assume the same service for
each, which may or may not be near the truth,
I t is evident that the comparative fig-
ures cannot be relied upon as better thali a
rough estimate of the relative cost of steam
and electria operation. The figures on electric
costs can be depended upon as fairly accurate,
but too many arbitrary assumptions and approx-
imations are necessary to permit of accuracy
with the steam computations.
f:
-49.
COST OF OPEEATION OF ELECTRIC LOCOMOTIVES.
To arrive at a fair basis of comparison
of the relative costs of steam and electric
locomotives, the figures must he obtained for
some unit of work performed. Before such unit
costs can be calculated, however, the total
cost of operation over a definite period
must be arrived at. In obtaining these amounts
for the electric locomotives for five months
of operation, the cost is separated into some
twenty-eight items, for convenience in determ-
ining the total expenses, and in studying
the distribution of cost with variation in
amount of service. The following items are
those considered by the Engineer Accountant
of the Northwestern Elevated R.R. in his in-
vestigation of cost changes.
Train Crew Labor.
The employees necessary for freight
operation include motorman, switchmen, trolley
men and a yard master. These men are paid an
-50-
hourly rate, and time cards, made out eaoli
day for each man, are handled "by the regular
routine of the elevated roada. The exact
amount paid for labor can be obtained from
fheae cards.
Inspection and Repairs to Electric
Locomotives.
Each locomotive is inspected every second
week and any necessary minor repairs made
as required. The labor for such inspection
is shown on the shop time sheets, and the
material required is recorded by the store-
keeper.
Time of General Office Clerks devoted
to freight purposes.
This item covers the labor of the time-
keeper force in making up the entries for
labor for freight purposes, making out the
payroll, etc. 5he time of all other clerks and
officials is not included.
-51-
Sand
The cost of sand includes the actual
price paid for the sand plus the actual lahor
costs for handling it into bins. The cost of dry-
ingit and placing it on the locomotives is
taken care of under item 2.
Stationery
This includes all stationery supplies
furnished "by the elevated road to the Freight
Crews, such as reports cards, time cards etc.
Actual costs as shown hy the storekeepers
requisitions and the purchjising department are
used*
Interest on Captial invested*
The toatl amount invested in the two
electric locomotives is covered hy an application
for expenses #43£ amounting to |63,872.28
^Interest on this is figured at 7^, the rate
allowed by the Illinois Public Utility
Commission in the 1919 valuation of the
Elevated Companies, as shown on page 61
-52-
of the Final Order of the Commission; dated
Jan. 4,1921, The interest at this rate amounts
to $ 4,790,42 a year, or $399.20 per month.
Depreciation of Blectrio Locomotives
An attempt was made by the Engineer
Accountant of the Elevated Roads to determine
the life of the electric locomotives from
the earperience of the other roads with
similar service conditions* Axu ezteneive
correspondence on this subject, with engineers
skilled in valuation an estimating, tends
to prove that the life of the locomotives
will average from twenty to thirty years
with a ten percent scrap value, A typical
reply is that of Sidney Withington, Electrical
Engineer for the New York Uew Haven and
Hartford Railroad who says,
" It seems to me that maintainance is not
always 100^ as it might be economical to allow
locomotives to deteriorate and replace them
with new ones after a period of years*
-53-
"Forthermore It seems to me that
Obsolescense should be oonsidered, as the
development of electrification ia rapid
and it is not impossible that improvement will
be made wituxu ohe nexL twenty ;^eard which
will permit the use of equipment so much more
efficient than equipement at present available
as to auilce general replacement economically
advisaole*
" All things considered therefore,
it would be my opinion ■Cue/c 20 years would
be a reasonable assumption as to the length
of life."
As a fair average of the estimates
a life of Zti years is assumed, with a scrap
value of ten percent, 'fhe original cost
is 63,6?2«23 so the salvage value is estimated
at $o, 367.23, and, assuming straight line
depreciation, the annual depreciation is
^b7,485.0b divided by 2o, or ^ 2,29^,40
The monthly charge is then ^1^1. 62*
I
m •
-54-
Ineuranoe on Elec. LooomCtive^
Tlie actual cost of insurance , as submitted
b^ MT Love, Ass't Auditor, is $171«16 per
^ear or fl4«27 a month*
Sand Dryer Interest
The sand dryer was purchased for use in
freight service exclusively, at a cost offSVO.
Allowing interest at Tg^ as above, this amounts
to $20.25 a year, or $1.69 a month*
Sand Dryer Depreciation.
The estimated life of tne s^nd dry*' er is
10 years, with practically no scrap value at
the end of this period, ihia ggves a depreciation
charge of ^ 27.00 per year of $2. 25 per month.
Lubrication of Locomotives
In spection of the records of the Shop
Department shows tnat the average amounts of
lubricants used per month were as follows:
Electric car oil 10 gals,
compressor Oil 2 gals,
wear Urease 37 lbs.
Woolen Packing Waste 5 los.
-55-
The resulting cost then for the five month
operation pertaining lubricants totaled
|40.90
Locomotive grake Shoes
The cost of Brake Shoes is governed by
a contract per 1000 car miles which works out as
follows:
Month
Mileage
COntraotnPrice
Cost
per mo.
Kov.
968
.9293
.90
Dec.
831
.9293
.77
Jan.
667
.8579
.57
Peh.
536
.8579
.46
Mar.
511
.8579
.44
Other Supplies
for
Fri^ght
Service.
This item includes such supplies as
cannot be allowed to any particular phase
of service, such as tank car covers, coal
for heating locomotives etc.
Yardmasters Office Telephones
There are two phones in the yard masters
office. One is a company phone for which a
proper proportion of the switching operation
cost is |2.50 per month.
-56-
The Illinois Bell Telephone is an exten-
sion of the one in the main of five at Buena*
The charge for this phone is 75yi. per month
for the extension plus one half of the regular
phone cost of this telephone. The total cost
for the operation of these telephones over the
five month period amounjfed to |70,55.
Yardmaster*s Office Rent
The portion of the Buena Station owned
"by the St. Paul and leased to the Northwestern
is used by the freight department as an office
and storehouse. The area of this part is ahout
557 square feet.
Based on the 1919 valuation of the whole
building, and at 7^, the rental value of the
part used "by the freight "business would "be
approximately |900.00 per year or |75.00
per month, according to Mr. Helton, Real Estate
Agent of the Elevated.
-57-
Yardmaater*s Office Electric Light
The Yardmaater reports a total of 1401
hours of electric light. There are five 23 watt
Mazada lamps used and this would give a total of
161.1 M. which at 5{j per ZBH would make
the total cost of the five months operation
amount to |;8.055
The total cost of heating the Yardmasters
office for the same five month period amounted
to $71.10
Taxes on Locomotive. *
$500.00 per year or 41.67 per month.
Electric Energy used by Locomotive
This is actual cost, as shown by meter
reading in locomotives, multiplied by the
rate paid by the elevated company for
electrical energy.
Repairs to Bldg. used exclusively for
freight purposes.
This item is the labor and material cost for
repairs to freight buildings as shown by labor
-58-
tlme sheets and requisitions*
Repairs to freight track trolley equipement
This item covers only repairs on trolley
equipment used for freight purposes and is
shown hy lahor time sheets and storehouse
requisitions*
Repairs to station and platforms
Repairs to stations and platforms by
freight oars and is covered "by labor tint sheets
and storehouse requisitions*
Damage to Freight Care.
Cost of repairs to freight cars is actual
cost as shown by labo time sheets and requisitions*
:: Damage to contents of freight csrs*
This is the actual amount paid to claimant
for damage to contents of the car*
Personal damage on ec count of freight
accidents*
This includes actual amount paid to claim-
ant plus any costs accruing*
Maintalnance of freight trolley equipment.
-59-
TMs Is the actual cost of malntalnauce
of overhead trolley equipment on freight racks,
OtherExpenses
This item carries the actual cost of items
not allocated to any other itm, such costs as
switch light oil, matches, coal for flagman's
shanty and various other small items due to
freight operation.
Tax on freight business.
The 1919 Tax bill from the St. Paul
Co. gives the tax on freight business at
I 7,240.50
Owing to the large increase in freight
rates in 1920, and the exceptionally large
business done in 1920, it is ewtimated that the receipts
for 1920 would be approximately $9000 per
year of |7,50 per month.
Bent of G.U.S.&MR.B. Locomotives.
W^ile one electiio locomotive was delivered
prior to Uov. 1st 19E0, the other was not put
into service until Nov. 15th. In the interim
an electric locomotive was rented from the
-60-
Chicago North Shore & Milwaukee Railroad and
the rental price was paid during the month of
Bee ember*
ajhie is the actual cost of repairs to
the Uorth Shore Locomotive while in our posse-
sion*
-61-
C08t Of Electric Operation,
By the methods outlined in the preceding
section, the cost per month for each item
can be calculated, and the total expense
of electric operation can he computed for each
month*
Since the basis of comparison must be
on the locomotive mile as a unit, the cost
of each item is given as total for the month,
and as dollars per locomotive mile.
Hovember 1920*
Train Crew |3,3S6,00
Insp. & repairs to 148.03
den. office exp. 15,00
Elect. Loc. Int. CThfo 399.20
Elect. LOC. Depreciation 191.62
Elect. Loc. Insurance 14,27
Sand Dryer. Int. (^7ffo 1.69
Sand Dryer Depreciation 2.25
Lubrication 8.80
Braice Shoes 968 Miles © .9293
Other supplies 7.63
Yardmaster telephone 13.63
" office rent 75.00
" E light 1.34
" " heat 14.22
Taxes on Locomotive 41.67
Cost/
Loco .Mile.
|3.445
0.153
0.0156
0.413
0.198
0.0147
0.00175
0.00233
0.0091
0.00093
0.0079
9.0141
0.0775
0.0014
0.0147
0.043
-6E-
Elect, Power
Any other expenses
Tax on freight
SEE,E4
109,10
750,00 ^.
Train Crew
December 1920.
I 2841.78
Insp, & repairs to 398,84
General Office Clerks 15,00
Elec.Loc, Int.^ 7|^ 399.20
" " Depreciationi^l 191.62
" " Insurance 14.27
Sand Dryer Int. €7-|^ 1.69
" " Depreciation 2.25
lubrication 8.80
Brake Shoes 831 miles .77
Other supplies for freight610.12
Yardmaster telephone
" office rent
" " li^ht
If It
heat
TaxBS om Locomotive
Elect. Power
Repairs to trolley Equip.
Freight car damage
Any other expenses
Tax on freight
Rent of G.U.S.&M.Loco
1920
Train Crew
Insp. & repairs
General Office clerks
Elec. Loc. Int. © 7^
" " Depreciation
" " Insurance
Sand Dryer Interest ©7^^
" E Depreciation
Lubrication
Brake shoes
Other supplies
Yardmaster telphone
13.36
75.00
134
14.22
41.67
312.32
83.05
112,96
490.11
750.00
££85^0a '
$6663.37
,841.78
398.84
15.00
399.20
191.62
14.27
1.69
2.25
8.80
.57
0.3333
0.113
0.775
|F75^ —
3.425
• 470
0.0181
0.472
0.2305
0.0172
0.0024
0.0027
0.0106
0.00093
0.7350
0.0161
0,0903
0.0016
0.0171
0.0502
0.3780
0.1000
0.1360
0.5900
0,9030
0,3430
14.52
.425
0.470
0.0181
0.472
0.2305
0.0172
0.0024
0.0027
0.0106
0.0009
0.0218
-63-
Jan. 1921 (oont.)
Rent, Yardmast ere Office |75.00
Light, " " 1.34
Heat, " " 14.22
Taxes on Looo. 41.67
Electric Power 213.10
Reprs to trolley equip. 40.93
Freight car damage 34.30
Other ezpenees 65.45
Tax on Freight 750.00
Repairs, O.K. S.&M.LOCO. 40.88
$4911.34
.1125
0.0020
0.0213
0.0625
0.3200
0.0614
0.0515
0.1280
1.1250
0.0613
|7.36
Feb. 1921
Train Crew
Insp.^ repairs
General Office Clerks
Cost of Sand
Stationery
Bleo. Loco.
n n
n n
Sand Dryer,
n n
Interest 6 7|f^
Depreciation
Insurance
Int. ^ 7i5J
Depreciation
Luhrication
Brake Shoes, 536 mi.
Yardmaster's telephone
" Office, Rent
" " , Light
" " . Heat
Taxes on Loco.
Elec. Power
Freight car damage
Other Sxpences
Tax on Frei^t
|3
,770.36
129.88
15.00
• 0,00
13.50
399.20
191.62
14.27
1.69
2.25
8.58
0.46
15.14
75.00
1.34
14.22
41.67
116.50
9.91
66,85
750.00
,627.44
13.3000
0.2420
o.eeeo
0.0000
0.0252
0.7450
0.3570
0.0266
0.0032
0.0042
0.0160
0.0009
0.0283
0.1400
0.0025
0.0265
0.0777
0.2175
0.0185
0.1060
1.4000
-64-
March, 1921
Train Crew |1395,45 |2,«7S00
Insp, & repairs 89 ,21 •1745
General office clerks 15*00 #0294
Cost 4f sand 47,64 .0933
Elect. Loc. Interest©7i^ 399.20 .7820
w " Depreciation 191,62 .8750
" " Insurance 14,27 ,0280
Sand Dryer Interest *£7if$ 1.69 .0034
" " Depreciation 2.25 .0044
Lubrication 6,03 .0118
Brake shoes 511 miles ,44 .0009
Yardmaster's telephone 13.90 .0272
Yardamster's office telephone 75.00 .1470
1.34 .0026
14,22 .0278
41.67 .0816
110.20 .2160
95,94 ,1880
55,72 .1090
750.00 1,1700
5S05.79 6,4700
Yardmaster's office light
Yardmaster*s office heat
Taxes on locomotive
Elect, Power
Maint, of Overhead Equip,
Any other expenses
Tax on freight
Totaling and averaging the various
items over the five months, and grouping
them under the proper headings another
tahle can be prepared as on the following
p≥
-65-
Cost Item Total
5 mo*
Fixed Cfegs.
Interest $1996,00
Depreciation 958,10
Insurance 71,35
Taxes 208.35
Sand Dryer Int. 8.45
Depr.11.25
Av./ mo.
Co St /log.
Mile
II
Operating
Expenses.
laBor ^^11500. 66
Insp. Repairs 1419.54
Labor Gen. Off. 74.00
Sand 145.04
Stationery 13.50
lubrication 40.90
Brake shoe chgs. 3.14
Supplies
Telephone
Light
Heat
Fuel^ower
617.75
70.45
6.70
71.10
1074.36
^399.20
191.62
14,27
41.67
1.69
2.25
P300.13
283.91
15.00
29.01
2.70
8118
.63
123.55
14.09
1.34
14.22
214,87
159.45
750.00
Other expenses 797.23
Tax on freight3750,00
Maintainance
and
Damages
Trolley Equipment 123.98 24.60
Freight Cars 157.17 31,43
Overhead 95.94 19.19
Grand Total $23850. 63|4'5'70. IS
$ .5780
.2725
.0203
,0594
.0024
• 0032
.2750
.4036
.0213
.0414
.0038
.0116
,0009
,1760
,0200
.0019
.0202
.3060
.2270
1,0680
.0353
,0447
.0273
p. 7266
-66-
liiis gives the UotJai cose of tii© elec-
triciil oper6,tion as $6.7366 per locomotive mile,
an average over xne five montiis. This is the
figure to oe used in comparing the cost of
electric locomotive service with that of steam.
Wh&le there is some chance of error due to
the fact that records were tafcen over only
five months, still these five months should
give a fair approximation of the yearly average.
At any sate, the error is negligible when
some of the assumptions necessary in deter-
mining tne steam costs are taicen into consid-
eration.
-67-
COST OF STEAM OPERATION.
The steam locomotives used in the switching
service on the Evanston Line of the C. M. & St. p.
R. R. were of the Northwestern 1-5 class. This is
a 0-6-0 type of switching engine having a tractive
effort of 28,158 lb., a weight on drivers of
127,000 lb., and a grate area of 25.8 sq. ft. Com-
plete dimensions and specifications are shown on
the accompanying blueprint and table.
This type of engine was used on the switch-
ing service for the reason that it was the only
type of C.M.& St. P. switcher that was light enough
to operate on the elavated structure. It so hap-
pens that if its weight and tractive effort are
calculated theoretically, they agree substantially
with the actual results.
As was ex|>lained before, the cost data on
steam operation is largely of an arbitrary nature,
and represents average costs on the Chicago Ter-
minal Division of the C. M. & St. P. R. R. rather
-68-
than the specific cost of operation on the Evan-
ston Line,
To reduce these costs to the locomotive
mile unit, three different methods were uded.
For fixed charges, the total yearly charge
was divided by the yearly mileage which would
prevail if the electric locomotives continued to
operate at their present average net speed.
For operating costs, exclusive of labor and
.those items which were common to both steam and
electric operation, figures were first obtained
on a locomotive hour basis. This was possible
because all the C. M. & St. P. costs are figured
on an average switching speed of six miles an
hour. This cost per locomotive hour was then di-
vided by an arbitrary speed of one and one quar-
ter miles an hour, which represents the approx-
imate speed on the Evanston Line.
For labor costs, the wages per hour were di-
vided tjy the speed of one and one quarter miles
an hour
-69-
TABLE OF ITEMS ENTERINg INTO THE COST
OF STEAM
OPERATION..
Itemized
Cost per
Cost per
Factors
loc. hr.
loc. ml.
Fixed Charges
Interest
.2380
Depreciation
.1427
Insurance
.0013
Taxes
.0391
Coal
1.8500
1.4800
Repairs (running)
.5148
.4110
Repairs (classified)
.2844
.2275
Enginehouse expense
.8676
.6940
Water
.1014
.0811
Lubricants
*0252
.020S
Other supplies
.0489
.0391
Labor
4.4300
General office clerks
etc.
.0214
Telephone - Yardmaster
.0194
Rent - Yardmaster 's office
.4068
Light - »•
It
.0019
Heat - "
n
.0202
( Continued on
next page.
)
-70-
TABLE OF ITEIVIS ENTERING INTO THE COST
OF STEAM OPERATION,
( Continued )
Itemized Cost per
Factors. loc. ml.
Freight car damage
Tax on freight
Any other expenses
Total cost of steam operation
.0480
1.0680
.2270
9.5177
The detailed figures and methods used in
obtaining the above results are shown in the
following discussion:
YEARLY MILEAGE.
The yearly mileage used in computing
the fixed charges per locomotive mile for steam
operation was assumed to be the sajne as for the
electric service. This is true for all practical
p\irposes because the distance transversed by two
locomotives of practically the same size and
power, in performing a definite service is nee-
-71-
essarily the same.
Prom figures furnished by the transporta-
tion department of the Chicago Elevated R.R.,
the total mileage made by the two electric loco*
motives from Nov. 1, 1920, to Mar. 31, 1921, was
3,513. As this represents the mileage for five
months for two locomotives, the yearly mileage
per locomotive would be:
3513 X 12 X 1 s 4210.
5 2
NET SPEED
The total mileage and the total hours of
service of the two electric locomotives were ob-
tained for the months of November and December,
1920.
Month Mileage Hours Net Speed
Nov. 968.48 728 1.325
Dec. 831.00 639 1.305
It is known that the net speed attained in
steam operation is smaller than that in electric
service, but no definite figures were obtainable
-72-
for the former. Therefore an arbitrary speed of
one and one quarter miles an hour was assumed,
which is slightly less than the net speed of el-
ectric operation. This is probably higher than
the true net speed of the steam service, but it
will serve for purposes of comparison.
FIXED CHARQES
A value of $20,000 was given to the class
1-5 steam locomotives as a present day reproduc-
tion price. This was obtained by applying a fac-
tor of 2.5 to the "before-the-war" value (|8000) .
II^EREST.T
The rate paid by large railroads such as
the C. M. & St. P. for money ranges from 4-1/2 %
to 5-1/2 %. An average value ot 5 % was assumed
for this purpose. The yearly interest charge is
divided by the yearly mileage to obtain the cost
per locomotive mile.
20.000 X .05 s .238 / loc. mi.
4210
-73-
DEPRECIATION
The depreciation rate charged against steam
locomotives of the 1-5 class is 5 %* This repre-
sents a 33 year life, altho at the end of that
time the locomotive may be madeo(Sf totally dif-
ferent materials due to classified repairs.
20.000 X ,03 s 1.1427 / loc. mi.
4210
INSURANCE
Very little data was obtainable on insur-
ance rates for steam locomotives. Prom an anal-
ysis of the cost of work train service prepared
by the Illinois Central R. R. , a rate of .00028
on the value of the locomotive was found.
20.000 X .00028 - |. 00133 / loc. mi.
4210
TAXES
The allocation of taxation charges to indi-
vidual locomotives is a very difficult task, and
is never carried out on a road of the size of the
C. M. & St. P. It is known, tho, that the rate
is the same for steam and electric locomotives
in the same service. Therefore that proportion-
-74-
al part of the charge oU the electric unit, de-
termined by the ratio of the present day values,
was used for the steam engine taxation charge.
20.000 X .0625 e J. 0391 / loc.mi.
32,000
COAL
An attempt was first made to obtain the
weight of coal used 1^ the identical locomotives
•in the Evanston service over a period of time
for which the mileage was known. Because of the
complexity of the records, the value of such a
figure would not be worth the time expended.
Instead, the average weight of coal burned
per locomotive mile on the Chicago Terminal Div-
ision of the C. M. & St. P. R. R. was obtained
from the office of the Terminal Superintendent
over three months of average operation. The serv-
ice on this division is entirely switching, and
equal parts of it are handled by locomotives of
classification 1 and C. Therefore, if the aver-
age coal consumption is multiplied by the ratio
of the 1-5 grate area to the average grate area
of the division, a fair value for 1-5 operation
-75-
.may be found.
Average coal comsumption on Chicago Ter.
Div. for Oct., Nov., and Dec. 1920 s 173#/loc. mi.
Average grate area on Chicago Ter, Div. =
36,6 sq. ft.
Grate area of 1-5 locomotive = 25.8 sq. ft.
Therefore Class 1-5 consumption •
173 X 25.8 B 122, say \2^ lb. / loc. mi,
36.6
The cost of coal delivered to the locomotive
on the Chicago Terminal Division is |4.94 / ton.
Taking into account the auditing department speed
of 6 mi, / hr., and the actual speed of 1.26 mi.
per hr., the cost of coal per locomotive mile may
be determined as follows:
125 X _6 X 4.94 - |1.4800 / loc. mi.
2000 1 .25 ^ -
REPAIRS ( RUNNING )
The cost of running repairs was determined
for three locomotives operating in the Evanston
service. The cost per locomotive mile on. a basis
of a speed of 6 mi. / hr. was first determined,
and from this, the cost in the industry service
-76-
was found "by use of the speed ratio.
Locomotive Cost Mileage Cost / loc. ml.
1507 1367.00 14,861 .0920
1522 1531.62 19,965 .0767
1526 297.52 2,433 .1204
3196.14 37,259 .0858
.0858 X 6>00 . .4100 / loc. mi.
1.25
REPAIRS ( CLASSIFIED )
The cost of classified repairs was obtained
In the same manner as was the cost of running
repairs.
Locomotive
Cost.
Mileage.
1504
1044.62
690
1505
18,732
1507
1484.54
14,861
1322
583.19
19,965
1528
11,452
-
- ^
3112.35 65,700
3112.35 X 6.00 s 1.2275 / loc. ml.
65,700 1.25
-77-
ENGIKEHOUSE EXPENSE
The average cost of enginehouse expense per
locomotive mile on the Chicago Terminal Division
was obtained from the Terminal Super intendant
for the months of Oct . ,Nov. ,and Dec. 1920. This
figure was multiplied by 6/7, the ratio of the
weight on drivers of the class 1-5 engines to
the average weight on drivers of the entire div-
ision. It was again multiplied by the speed ratio
to obtain the cost per locomotive mile for the
industry service.
.1686 X 6 X 6.00 s 1.6940 / loc. mi.
7 1.25
WATER
This figure and the two following were ob-
tained in the same manner as the above.
,0198 X 6 X 6.00 tt $.0811 / loc. mi.
7 1.25 -
LUBRICANTS
.0049 X 6 X 6.00 • $.0i02 / loc. mi.
7 1.25
-78-
OTHER SUPPLIES
This includes the cost of repairs to tools,
furniture, and other movable articles required
by steam locomotives.
.0095 X 6 X 6.00 r $.0591 / loc. mi.
7 1.25
LABOR
This item includes the wages of the train
crew, the switchman at Buena, and one half of
the wages paid the yardmaster at Division St. It
represents the same complement of men as are ta-
ken into account in the cost of electric opera-
tion. The total hourly wages paid are. divided by
the speed of 1.25 mi. per hr. to obtain the cost
per locomotive mile.
REMAINING- ITEMS
The remaining costs are those which are
common to both steam and electric operation.
They are taken directly from the electric opera-
tion cost data and transferred.
-79-
SUMMARY
All of the cost data o"btained on the two s
systems of freight service for the St, Paul ind-
ustry trades axe summed up in the comparative
table given below.
COST ITEMS
COST PER LOCO.^,
FJiECTKTC
STEAM
fixed Charges
Interest on Locomotive
10.5780
$0.2360
Depreciation "
0.E726
0.1427
Insurance "
0.0203
0.0013
Taxes "
0,0594
0.0391
Interest on Sand Bpyer
0.00E4
-
D6pre£iation __" ^I.
0.0032
&
TOTAL
$0.9355
$0.4211
Operating E35)enses
Train crews
10.2750
$3.5790
General Office Clerks
0.0213
0.0213
Electric Power
0.3060
-
Coal
-
1.4400
Water
.
0.0768
4~..
80-
COST ITEMS
COST PEB LOCO . -MI .
ELECTRIC
$0.0116
0.4046
0.0452
0.1066
0.0019
O.OEOS
Labrioante
Inspection & Repairs
Supplies for Locomotive
Yardmaster's Office Rent
" " Light
" " Heat
" " TelepliojaeO.0200
Supplies for Freight Service 0.1760
Other Szpeuaes 0.2270
Taxjon J?r e i£h t 1.06b0
TOTAL $5.6836
Maintenaiioe & Laioages
Repairs to Trolley Equip. $0.0353
Maint. of Overhead. Equip. 0.0273
Repairs to Freight Buildings
Damajge lo_Freijght_Cars 0.0447
TOTAL #0.1073
STEAM
f 0.19 60
1.2960
0.3600
0.1066
0.0019
0.0202
0.0200
0.1760
0.2270
1.0680
.6138
0.0447
.0447
(JRAJaH TOTAL
$6.7266
.0796
/
4-
i- ,
-81-
(Dhese figures show that the totai operat-
ing costs of steam locomotives are greater than
those of electric locomotives for this switch-
ing service, due to the much greater operaTJing
expenses .The fixed charges against electriocop-
eration are however, more th&li twice those ag-
ainst the steam* Xhis is due principally to the
much greater original cost of the electrical
equipment, and in some measure to the fact that
the steam road can obtain mone;y at a lower rate
of interest, and that the depreciation is leva
on a steam locomotive because the factor of ob-
solesenoe is not considereded*
Maintenance and damage to equipment other
than the locomotive is of course greater for the
electric engine<i because of the extra electrical
equipment so affected.
She operating costs show the great advan-
tages of the electric locomotive. The largest
saving is, as may be expected, in the fuel cost,
the electric locomotive requiring only iipO.306
-83-
per locomotive mile for electric power as
against $l«6l88 for coal and water on the
steam locomotive, Tlie next greatest saving
is in tiie item for inspection, reapirs
and renewals. T/here this amounts to only
$0»S9£9 per locomotive mile for tne electric
locomotive, the steam engine requires $1.2950.
Other items show a proportienace saving.
It will be noticed that many items are
taken at the same figures for both steam
and electric operation.Jj'or the most part,
these are arbitrary assumptions based
upon the condition of approximately equal
service rendered. Such items as lardmaster's
Office expenses, Supplies for freight, tax
on freight, general office cler^fes etc.,
are taken as for equal amounts of freight
service, and corresponding numbers of
locomotive miles perJiJ year. Simile not strictly,
accurate, "Chis is sufficiently so for these
items.
I ..
-83-
Considered as a whole, tiie electric
locomotive is much tne more economical
for the switching service on the St, Paul
Industry Tracks .fhe total saving, as shown
by these figures is practically 25^ of
the cost of steam operation.
Since all of the outstanding con-
siderations are in favor of electric operation;
i.e., the greater convenience of one
management and one dispatcher for the
passenger and freight service; the greater
speed of operation with less interference
with passenger schedules and more wori
done per unit time; and the quietness
of operation, with tne elimination of the smoke
and dirt nuisance, the change to electrical
operation is fully justified»
THESIS
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